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<DIV>I was reading an article today about glow plugs in Model Airplane News. The
writer stated that adding Armorall (silicone) to your fuel was a kiss of death
to your glow plug. He said, it will still glow brightly, but the silicone kills
the chemical reaction on the coil. </DIV>
<DIV> </DIV>
<DIV>Emory. </DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=Richard.Fletcher@gs.com
href="mailto:Richard.Fletcher@gs.com">Fletcher, Richard</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=discussion@nsrca.org
href="mailto:'discussion@nsrca.org'">'discussion@nsrca.org'</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Friday, August 13, 2004 4:53
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Fuel foaming</DIV>
<DIV><BR></DIV>
<DIV><SPAN class=070135320-13082004>I have heard that adding a capful of
Amorall to a gallon of fuel eliminates all fuel foaming.</SPAN></DIV>
<DIV><SPAN class=070135320-13082004></SPAN> </DIV>
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<DIV></DIV>
<DIV class=OutlookMessageHeader lang=en-us dir=ltr align=left><FONT
face=Tahoma>-----Original Message-----<BR><B>From:</B> <A
href="mailto:discussion-request@nsrca.org">discussion-request@nsrca.org</A>
[mailto:discussion-request@nsrca.org] <B>On Behalf Of </B><A
href="mailto:Rcmaster199@aol.com">Rcmaster199@aol.com</A><BR><B>Sent:</B>
Friday, August 13, 2004 4:52 PM<BR><B>To:</B> <A
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A><BR><B>Subject:</B>
Re: hopper theory & practice<BR><BR></FONT></DIV>
<DIV>
<DIV>If foaming is your problem, then a bladder tank will likely help. If it
is not, then there will be no change, real or imagined, for that reason.
There could be other problems tho.</DIV>
<DIV> </DIV>
<DIV>Make little mistake: if the fuel is foaming, the pump will most likely
cavitate and be of little use in fuel delivery. I have long suspected this
to be a significant contributor to pump problems we have been reading, by so
many of us.</DIV>
<DIV> </DIV>
<DIV>To solve fuel foaming, isolate the tank from the vibratory source as
much as possible. Any fuel delivery system will benefit, doesn't
matter if it's simple pipe pressure, diaphragm pump, cline regulator or
pressurized tank</DIV>
<DIV> </DIV>
<DIV>MattK</DIV>
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<DIV><FONT face=Arial>Any one using a bladder tank with their Webra 145 or
160? Some poeple at the local fuel has started using them in sports
plane for fuel related problems. Seems to sovle thier
problems.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Randy</FONT></DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=mailto:wgalligan@goodsonacura.com
href="mailto:wgalligan@goodsonacura.com">Wayne Galligan</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=mailto:discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Friday, August 13, 2004 10:43
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: hopper theory &
practice</DIV>
<DIV><FONT face=Arial><BR></FONT></DIV>
<DIV><FONT face=Arial>There has to be more
pressure(muffler tap) to the main tank then there is draw from
the carb in order for this system to work properly. Inertia can
effect this as I stated in one of my other posts. I proved this in
my Prophecy that had the tank higher then the needle valve and when I
pressed a hard negative "g" load it would go lean. At all other
attitudes it ran fine, i.e, uplines, downlines, snaps, positive
maneuvers. All up it has its merits but the best is that it
reduces the possibility of picking up air in the main feed line and
reducing the possible lean run or lean burp, something you don't want
happening on a turbine or helo engine. The hopper will reduce
the amount of air that enters the hopper when the main pickup
encounters bubbles of foaming. The hopper pickup will still
be in bubbleless fuel (fairly fuel tank) if the tank is isolated
well enough. Jet and helo guys use then for this reason.
The other is if you are trying to move weight forward for a tail
heavy airplane. This makes good use of the fuel transfer and extra tank
instead of adding lead ballast. I think the bladder tank(like the
Tettra) is the best alternative to bubbleless feed and I am seriously
considering using it. </FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Wayne Galligan</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>- Original Message ----- </FONT></DIV>
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<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=mailto:Jim_Woodward@beaerospace.com
href="mailto:Jim_Woodward@beaerospace.com">Jim_Woodward@beaerospace.com</A>
</DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=mailto:discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Friday, August 13, 2004
7:54 AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: hopper theory &
practice</DIV>
<DIV><FONT face=Arial><BR></FONT></DIV><BR><FONT face=Arial>I'll take
a stab as why the hopper tanks work. Liquid may be
incompressible, but it is "movable". The hopper tank has a fuel
entry and exit point. Exit point being the clunk line that goes
to the engine, entry point being the vent line. The hopper tank
becomes a reservoir of fuel. Although I think you can argue that
the entry and exit point fuel velocity (or suction force) is the same,
this cannot be said for the middle of the tank were the suction force
is diffused over a larger volumetric cross section. The image in
my mind is a wind tunnel's stilling chamber. I think an
interesting question would be this: How small can a hopper tank
be to still provide the ease of fuel draw we are looking for?
Can the hopper
tank</FONT></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></DIV>
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